Flying-boat.



G. H. CURTISS & W. L. GILMORE.

FLYIN G BOAT.

APPLICATION FILED MAR. 13. I918.

Patented Feb. 18, 1919.

ISHEEI'S-SHEEI I V amwmfow. @LENN H .CUBTISS WILLIAM L .6! L-MOR G. H. CURTISS & W- L. GILMORE.

FLYING BOAT.

APPLICATION FILED MAR.,I3. l9l8.

Patented Feb. 18, 1919.

l SHEETSSHEET 2 jwuc 11 F010. GLENN H .Cu 21-155 NILLIAM LL51 LMORE:

v G. H. CURTISS & W. L. GILMORE.

FLYING BOAT.

APPLICATION FILED MAR. I3. 1918.

Patented Feb. 18, 1919.

l SHEETS-SHEET 3.

i 4 mm m m 8, mm/ 3 mm P2 7 .5 I um ow N h .wm E mm m i B G. H. CURTISS & W. L. GILMORE. FLYING BOAT.

APPLICATION FILED MAR. 1a. 1918.

an J K 2 mm m H mW HW J ==K ml om Q.

w all I r--. fin x M I K G. H. CURTISS & W. LQGILMORE.

FLYING BOAT.

APPLICATION FILED MAR.13. 1913.

1 ,294,4 1 5 j Patented Feb. 18, 1919.

7 SHEETS-SHE 5.

70 Q LENN H.Cuia'nss WILUAM LGILMOEE.

G. H. CURTISS & W L. GFLIVIORE.

FLYING BOAT.

APPLICATION FILED MAR. 13, 1918.

G. H. CURTISS 6L W. L. GILMORE.

FLYING BOAT.

APPLICA'HON FILED MAR. 13, I918.

Patented Feb. 18, 1919.

n m -n n Mm Til 1m this respect.

GLENN H. eurt'rrss AND WILIiIAM L. ermuonn, or GARDEN CITY, NEW YORK, Assmna ons rocua'rrss roan weenie.

FLYING-BOAT.

Specification of Letters Patent. Patented F 1 118 1 919 Application filed March 13, 1918. Serial No. 222,212. g

To all whom it may concern:

Be it known that we, GLENN H. Crmriss and WILLIAM L. GILMORE, citizens of the United States, residing at Garden City, in the county'of Nassau and State of New York, have invented certain new and useful improvements in Flying-Boats, of which the following is a specification.

@ur invention relates to hydro-aero-machines and more particularly to flying boats.

The characteristic of the invention is the construction of the hull and the arrangement of he aeroplane parts in a manner such that the Wings and tail structure-may be shed as a unit, the size and weight of the hull lessened, the tail unit or emp'ennage sistance or drag cut down 'in consequence thereof. Instead of continuing the hull rearwandly throughout the full length of the craft as heretofore, it is terminated abruptly slightly aft of the trailing edge of v the rear-most supporting surface and may be likened to a hydro-aeroplane pontoon in intermediately across the hull nearer its rear end than its forwardend. The tail unit is supported high above the water by spars extending rearwardly from the aeroplane surfaces.- These spars should exceed in length the distance between the trailingedge of the lowermost wind andfthe stern be properly located.- I

end of the .hull so that the-empennagelmay. g

The hullzor body; 1a,. SaaaLTQaiVQi short andgof, veryl"w ide beam- :(after-v the fashion-of-.ailife b0at), wherebyjwhen its i I a saddle.

wingsland super-structure" are shed it will still floatf uprightlflinf the roughest seas;

'Mol'eover, the "hullis provided with .appro- Fri-ate bulk q water tight. com. P rtments. M

The sheddable wing jstructureicomprises a unitary cell 0f triplane wings which.are

' secured to the back of the'boat means of This saddle is held in place by suitable locking devices, and upon release of these locking devices the entire set of wings, and the outrigged tail structure which is supported from the wing cell only,

falls or slides backward from the stern of the boat. W

": TheoperatQrS seat is carried in the boat body but the control is connected with the The aeroplane wings extend proper. Cables extending downwardly and planes, etc. tc

AEROPLANE AND MOTOR CORPORATION, A CORPORATION OF NEW.

wing structure so that whenthe wing strucl ture goes backward the control mechanism and the control wires go with it. The ar- .with the locking devices of the saddle upon which the wings are mounted.

H The .drive means consists of twin-tractor propellersgeared to the'motor" by means of beveled gear transmission triangulated as shown in front elevation bymeans of a stifi? cross. brace between the upper gear boxes.

These gear boxes are provided with rigidly connected integrally formed extensions which reach back-to the'leading edge of the center panel and fit freely in appropriate sockets. This fixes the upper-transmission and propeller drive shaft against axial distortion or displacement, but at the same time it does not bind the wings to the boxes in anyway.

Instead of having these'extensions oft-he gear boxes socketed in the leading edge of the wings, they are to be connected to a,

false 'frame work justin advance of the a section 0 connected in any way with the wing cell leading edge of the wings (or constituting v the leading edge itself) but not rearwardly from the gear boxes to the boat bodyabsorb the traction eifortor pull of the propellers and brace the transmission I'without connection to the. cell. g more, a water propeller and rudder are pro- Furthervided, the water propeller preferably to be ona universally connected shaft so. that it maybe lifted up into a recess i n .the bottom of the tail of the boat; U r While the invention is described be ng applied to flying-boats it is to be vgr nder stoodthat its application is not-so It maybe usedv in connection with any and all hydro-aero-machines. such as hydroraero- Ofthewherein like numerals of reference designate like or corresponding I i a top plan view of our improved shed ble wing'flying-boat.

Fig. 7 is a front end elevation'of the hull.

Fig. 8 is a side elevation of one of *the forward wing beam fastening devices, the wing beam itself being shown in section.

Fig. 9 is an end elevation of thefastening device above referred to. Fig. 10 is a side elevation of one of" the rear. wing beam fastening devices.

Fig. 11 is an end view of this latter fastening device.

Fig. 12 is a front end elevation of a portion of the'center panel of the intermediate wing showing the manner in which the gear box extension and wing posts are connected thereto.

Fig. 13 is a side elevation of that portion of the craft illustrated in Fig. 12.

Fig. 14 is a view similar to Fig. 1-3show ing the connections for the wing posts with the forward wing beamof the center panel of the lower wing.

. Fig. 15 is a side elevation of the control mechanism-showing-its mounting-and placement with respect to the operators seat.

Fig. 16 is an end elevation (enlarged) of a portion of the control mechanism illustrated'in Fig. 15.

' Fig. 17 is an end elevation of the control mechanism illustrated in Fig; 15 looking aft.

Fig. 18 is an elevation of the fastening device for the cables or wires which extend from the wing structure to the bow end of the hull. f

Fig. 19is-a longitudinal vertical sectional view of said fastening device.

Fig. 20 is a top plan view of the cowl for the engine section of the hull showing louvers formed thereon,

Fig. 21 is a side elevation of that portion of the hull shown in Fig. 20, and n Fig. 22 is a transverse sectional view showing thelocation of the motor relatively to the louvers of the cowl.

The hull or body of the craft is designated as an entirety by the numeral 25. Fins or excrescences extend out laterally from its sides to amplify its beam and consequently its hydro-plane surface. These fins designated 26, emanate from the ex- ;treme bow and widen gradually to a point substantially amidships. From the amidshipsportion the fins decrease in width gradually. They thus extend for the full length of the hull and not only strengthen it but materlally increase its displacement. Two

their length.

rearwardly facing steps are provided in the hull bottom. ()ne of these steps is locatedin the approximate vertical plan of a line passing transversely through the center of gravity and the other nearer the rear end of. the hull. p p

The interior construction of the hull is best illustrated in Figs-5 and 6. At its extreme forward end a cockpit 27 is provided for an observer or gunner. This is desirable in that the machine is designed primarily for coast defense purposes, scout and rescue work.

At the rear end of the hull a second cockpit 28 is provided. This cockpit is intended to accommodate the aviator or pilot and is equipped with a movable seat 29, the back 30 of which is relatively fixed. In the interior of the hull are also inclosed the motor 29, fuel tanks 30 and bulk heads 31. The latter sub-divide the hull into a number of non communicating water tight compartments. The details of the hull however will' be described at length in an application subsequently to be filed.

From a point sulbstantially amidships a track-way 32 is inclined rearwardly and slightly downwardly for termination at the extreme rear end of the hull. This trackway serves as a guide for the wing structure when released. The rails of the trackway constitute-an integral part of the hull and are freefrom obstruction throughout The wing structure comprises superposed supporting surfaces 33, 34 and 35. The upper surface 33 unlike the intermediate surface 34 and lower surface 35', comprises but a single panel of a length equal to the combined length of the three panels which constitute the intermediate surface 34:. The reason for this difference in construction is that a portion of both the intermediate and.

is preferably somewhat less thanthat of the two surfaces above it. All of the surfaces except a portion of the-center panels of the lower and intermediate surfaces are shed as a unit and in a manner hereinafter more fully explained. v I

An outrigged tail structure is supported out from and to the rear of the supporting surfaces by spars 36 extending rearwardly and in parallelism from the intermediate surface 34. These-spars carry at their 'rearward extremities the empennage or tail unit which comprises the usual stabilizing surfaces 37 and 38 and directional control surfaces 39 and 40. The tail structure is braced transversely by wires 41 and vertically by -wires 42. The transverse wiring is located in the horizontalplane of the spars '34.

Each of the supporting surfaces includes in its framework a forward wing beam and a rear wing beam. The forward wing beam of the center panel of the lower supporting surface is designated as an entirety by the numeral 43 and the rear wing beam as 44. The former, beam 43, and the corresponding center panel beam of the intermediate supporting surface (see Fig. 13) are made up of separable beam sections 45 and 46. In

each instance the beam construction is identical and in each instance the reason for constructing it in two part form is the same. The engaging faces of the sections constituting the two beams is such that the sections in a sense interlock, that is, com plementally' engage to prevent relative movement under conditions encountered in flight. This interlocked engagement of the beam sections is clearly portrayed in Figs. 8, l3 and 14 wherein the structure 47 constituting the interlock will be seen. The section 450)? the forward beam of the center;

fastened. By reason of the built-in form of thesection 45 of the center panel of the lower surface the false frame work is made a rigid or. rather non-sheddable part of the machine;

When released the wing structure, (excluding the false frame work) and the outrigged tail structure are shed as a unit with the track-way 32 acting as a guide. The control mechanism, includin the control leads and surfaces are also s ed'as a unit with the wings as is also a false deckin 50 provided 'atthe rear of the hullto continue the lines thereofrearwardly from the point of intersection of the forward win beam 10f the lower wing. The details 0ft e control release and the wing structure release will be hereinafter more fully explained.

The motor 29, a s stated, is inclosed within the hull. Its location is such thattwintractor propellers 51 maybe driven by suitable beveled gear transmission appropriately housed. The line of thrust-of th'e propellers 51 is'preferably indirect continuation of.

the tall spars 36 so that the inertia of the iempennage in landing 'may' be carried forjwardly to suitable with 52.; The Wires 52 not' only take up the lan g strains but by reason of their placement and connection shedding of the detachable parts.

transmit the thrust effort of the tractor screws into the hull. The propeller transmission is preferably triangularly arranged and also triangularly, braced (see Fig. 3). The triangular arrangement of the transnnssion comprises shafts which extend from the forward end upwardly diverging of the'motor to the propeller shafts (not shown). These shafts are inclosed in suitable gear boxes 53 mounted directly behind the propellers.

Conical compression tubes 54 reach back from the gear boxes to the center panel of the intermediate wing. A cross brace 53' completes the triangular transmission arrangement above mentioned. This brace directly interconnects the opposed gear boxes and with the triangular brace 54 fixes the upper transmission and propeller drive shafts against axial distortion or displacement and at the same time relieves vibration.

The rear extremities of the conical compres sion tubes 54 fit freely in suitable sockets 55 integrally formed upon fittings 56 carried .by the rigid beam section 45 of the forward beam of the intermediate surface pan l. Bolts 57 are used for fastening the tubs 54 in their sockets. In Fig. 4 the sheddable and non-sheddable parts of the craft'may be distinguished. it will be noted propeller transmission remain intact.

50 are shed as a unit, the direction of mostream' from the propeller and the air reaction upon the wings to assist directly in the Moreover, the termination of the hull at a point but slightly removed from the transverse vertical plane ofthe center of gravity obviates all-danger of submerging the hull by its after end through the rearward movement of the wing structure when released. The

in this connection that the propellers and It will also be noted that the wing structure in its entirety, together with the'outrigged tail structure, wing ontoons and false decking backward movement of the wing structure and forward movement of the hull insure a rest. The fastening means for the rward .wing beam section 46 of the center anel of the lower wing comprises a lateral shaped fitting 58 fastening'as at 59'. The construction of the fitting is such that it embraces the beam tion 45. At its'freeend aretaining lever59 is pivoted as 21.1560. Thisleveris rovided with an opening 61 through which the free end of a locking; lever 62iiis quick and positive shedding even under the 'most adverse conditions.

In Figs. 8 to 11 inclusivethe wing fastening devices are shown. These devices in.v each instance are fastened to the rails of i the trackway 32 upon which the wing beamsaxis. The construction of this lever is such that it complementally engages the beam. section 46 and with the fitting 58 and lever 59 completely embraces the wing beam to securely hold its sections locked together. A locking pin 63 passes transversely through the 'outer end of the lever 62 to lock the levers 59 and 62 together.

The fastening means for the rear wing beam of the center panel of the lower wing is very much the same as the fastening means just described. It comprises a fitting 63 which partly embraces the beam and a locking lever 64 pivoted to it as at 65. This locking lever is provided with an opening 66 through which a keeper 67 extends. Like the lever 59, the lever 64 is held in place or locked by means of a locking key 68 extending transversely through the keeper. The keeper is rigidly fastened to the beam 44 itself. Furthermore, springs 69 are provided to throw the difl'erent parts of the fastening devices out of engagement with the wing beams upon withdrawal of the pins 63 and 68 when it is desired that the wings be shed.

Brackets 70 are used in connection with both types of fastening devices for holding the'outer ends of the bolts 59 in lace. These brackets 70'are fastened as at 1 to the rails of the trackway. and form with them appropriate anchorages for the movable parts of the fastening devices. Both bolts 59 and one of the bolts 71 (in each instance) are in turn anchored or fastened by wires 72 to the chine stringers (not shown) or other interior elements of the hull or body.

The control mechanism release is illustrated in Figs. 15, 16 and 17. Its arrangement is such that the pilot or operator, when seated, tends to prevent and in fact actually does prevent a release of the controls. The

' character of control used in connection with a craft of this type may of coursebe varied. It is essential however that the eleownwardly and rearwardly and thence.

substantially horizontally for termination in the immediate vicinity of the seat back 30 referred to heretofore. The --horizontally extended portion of the bracket carries the operators seat 29. Forwardly of the seat 29 L and upon the bracket 73 the control column is mounted. This column, designated as an entirety by the numeral 74 comprises up- 4 wardly converging column sections 755, and

a bearing 7 6. A shaft (not shown) is jourand forwardly from the pulleys 79 to pulleys 81 mounted near the hinge point 74 and thence upwardly and outwardly to the ailerons. There is also mounted at the foot of the column and upon the bracket 73 a walking beam 82 to the ends of which the ele vator leads, 83 are fastened. These leads,

like the aileron leads extend forwardly and upwardly for engagement with pulleys 84 axially alined with the-pullbys 81.

The rudder control is also carried by the bracket 7 3. It comprises a foot-bar 85 centrally pivoted-as at 86 at the free end of a leg 87 extending forwardly and downwardly from the bracket 73 to support the foot barin its customary position. The leg 87 also serves as a supportin means for the bracket in that it is provi ed with a lug 88 which is normally seated in a recess 89.

formed in a block 90 rigidly fastened upon the interior of the hull.

In shedding the control mechanism the operator climbs out of the cockpit 28 to the deck of the hull, pulling the control mechanism up after him. First, however, he re.- moves the rudder control leads 91 which are fastened to the footbar from engage: ment with the pulleys with which the said leads normally engage. @fter having drawn the control mechanism out from within the interior of the hull the passenger or gunner in the forward cockpit simultaneously withdraws the'locking pins 63 and 68 by exerting a pull upon the releasing wires 92 which are connected with the various locking pins and appropriately trained In addition to the withdrawal'of the locking pins 63 and 68 it is necessary that the drift wires 94 which brace the wlng structui'e be released. These wires extend up- Wardly and rearwardly in diverging relation' from the bow end of the hull to the upper supporting surface where they are fastened by any suitable means. The fastening means for these wires 94 is illustrated in Figs. 18 and 19 and comprises a locking lever 95 pivoted as at 96 between ears 9 integrally formed upon the body 98 of the wire fastening device. One end of the looking lever 95 is upturned as at 99 to' over-lap and retain the free end of a lever l00 in a determined position. The shape of this lever 100 is such that it forms an anchorage for the wires 94. It is pivoted as at 101 to the plate 98 and equipped with a lug 102 macaw which engages the wire so as to displace it andaccordingly' release it the moment lever 100 is released. A release of the lever 100 is eflected by means of a release wire 103 connected with it and with the release wiring 92 mentioned above. Gables 104 extend into the interior of the hull to anchor the plate 98. The entire release may be effected by pressure upon a foot lever 105 pivoted as at 106.

The motor location within the hull neces- J sitates a special type of cowling; also a spehull fins.

cial type of exhaust. The cowling 107 which covers the engine section of the hull is provided with louvers 108 through which air is taken for effectually cooling the motor cylin; ders and exhaust valve cages. Pipes 109 ext tend inwardly from the cowling beneath the louvers to discharge directly above the engine cylinders that they may be adequately cooled even during the most severe motor operation. The exhaust from the motor is carried out through conduits 110 which penetrate the hull sides and terminate short of the fin edges to prevent flying spray from coming in contact with them when hydroplaning. The radiator for the motor or propelling power plant comprises duplicate sections 111 placed at opposite sides of the hull intermediate the forward wing beam of the center panel of the lower wing and the The radiator sections thus come in the direct line of air rush and at the same .time elfectuallybrace the wings at pointswhere bracing is most needed.

Additional features of the invention such faces which take up the lateral strains. "*The I control leads (both aileron and elevator) extend from the hull to the forward wing beam of the center panel of the intermediate wing and thence outwardly and rearwardly respectively to the control surfaces. This arrangementputs a strain upon the wing beam at a point'intermediate its ends andnecessitates the use of suitable brace wires for strengtheningit. For this reason wiring of an arrangement calculated to-best withstand the irlentioned strains with the least resistance is used. It may be .described as interrupted biplane-wiring across andoonnected strain isf imposed.

with the wingv beam at the point where the The size of the wing pontoons is such that the principal part of the total weight of the wing structure is borne by them as the wings are shed, thus lessening the enormous weight which would be otherwiseimposed on the tail end of the hull as the wings slide back. The footbar placement is such that the thrust effort occasioned through manipulation of the rudder is borne almost entirely by the supporting lug 88-and block 99 rather than by the leg or extension 87 of the brackets 73. The divided beam construction is such that the lift strains of the wing structure are borne by the abutting shoulders of the divided beam sections in a manner permitting immediate separation of these'sections should thewing structure be released. The weight of the beams and in fact the weight of the entire wing structure rests directly upon the rails of the trackway with the result that the weight is well distributed over the entire hull. Such features as these while more or less detail are of the utmost importance in that they have been worked out with the utmost care and are calculated to give the best results and strongest possible construction when it is considered that the exigencies to be met are unusual.

i It is not to be understood that the wings cannot be shed without aid of the aerial propellersfor motor trouble is likely to be the cause of an enforced landing upon heavy-seas more than anything else. Even if the motor be dead the wings can be [Qquickly shed by reason of the inclination of .the trackway and the prof ulsion efiort derived through water propel er;-112.-

It may besaid in conclusion that the general arrangement of the various aeroplane partsis such that all equipment nonessential to water travel may be shed in an emergency; propulsion being obtained from the combined effort of the aerial propellers, I

51' and a water propeller 11 2 driven by means of an. auxiliary motor 113 located in the hull or body. Theconstruction and placement of thewater propeller is prefer.

ably such that it may bewithdrawn from operative position beneath the hull to a position upon the interior thereof. .This

latter featureis desired because ofthe'decreased resistance incident to flight.

. Control 'mechanism as used herein 'relates specifically to that portion of the control ordinarily confined withinthe body'of a machine and directly underthe control of the pilot. In construingthe claims this interpr'etation of :control mechanism should be given.- Ohr ei ously the character of the control mechanism used is immaterial. The

control mechanism ofthe bridge or stick type might equally as wellbe used.

While the foregoing illustrates a combination and arrangement of parts such as constitute one preferred embodiment of the.

invention it is desired to emphasize the fact that departures may be made in later adaptations without departing from the spirit of the invention as set forth in the claims.

ffclaim:

1. in a vflying boat, a hull, a multiplane wing structure extending intermediately across the hull nearer its rear end than its forward end, rearwardly extending spars connected at their forward ends to one of the intermediate wings of the multiplane propellers, the relative arrangement of the driving means, tail unit, Supporting surfaces and propellers being such that the tail unit and supporting surfaces may be shed clear of the hull independently of the propellers and the driving means.

3. in a flying boat, a hull, a motor unit, an aerial propeller, a framework mounted upon the hullfor the rigid support of the propeller, and aeroplane wings extending intermediately across the hull, the arrangement of the airplane wings beings such that they maybe shed clear of the hull independently of the motor unit and the propeller,

t. in a dying boat, a rigid longitudinally continuous hull, supporting surfaces extending intermediately across the hull nearer its rear end than its forward end, a tail unit, an outrigged tail structure extending back from the supporting surfaces for the supphrt of the-empennage, a supporting framework erected upon the hull forwardly of the supporting surfaces, a motor unit, an aerial propeller supported by said framework, the relative, arrangement of'the supporting surfaces, tail unit, motor unit and propeller being such that the supporting surfaces and'tail unit may be shed clear of the hull independently of the motor unit and the propeller'.

5. In a flying boat, a hull, sheddable supporting surfaces extending intermediately across the hull nearer its rear end than its forward end; an aerial propeller, a non-sheddabl e support for the propeller erected'upon the hull forwardly of the supporting surfaces, and'a combined guide and support for the supporting surfaces forming a composits part of the hull, the arrangement of the combined guide and support being such that shedding of the supporting surfaces is facilitated.

6. In a flying boat, a hull, sheddable supporting surfaces extending intermediately across the hull nearer its rear endthan its forward end, wing beams incorporated in the framework of the lower Supporting surface, a combined guide and support for the supporting surfaces built into the, 111111, the top surface of the guide sloping downwardly and rearwardly for termination at or near the rear end of the hull, and means for releasably fastening the wing beams of the lower supporting surface to the combined guide and support.

7. In a flying boat, a hull, supporting surfaces extending intermediately across the hull, the supporting surfaces being shedda-ble as a .unit, control surfaces, and control mechanism for the control surfaces sheddable with the supporting surfaces.

- 8.- in a flying boat, a hull, supporting surfaces extending intermediately across the hull, the supporting surfaces being sheddable as a unit, control surfa'ces, and control mechanism for the control surfaces normally carried within the hull but movable to a posiing 'surfaces as a unit.

time Without it to be shed with the support 9. In a flying boat, anhull, supporting surfaces extending intermediately across the hull, control surfaces; control mechanism for the control surfaces mounted within the hull, said control mechanism being movable from a position within-to a position without the hull, means for releasing the supporting w surfaces and control mechanism that the tWo may be shed clear of the hull as a unit, and a seat carried by th control mechanism.

10. In a flying boat, a hull, sheddable supporting surfaces extending intermediately' across the hull, and control mechanism car-- ried by one of the structural elements of the supporting surfaces to be shed with them as a unit. r

11. In an aircraft; sheddable supporting surfaces, control surfaces sheddable with the supporting surfaces, separate elements of control for operating different control surfaces, and a support common to the separate elements of control, sheddable' with the supporting surfaces and the control surfaces as a unit. t

12. In an aircraft,

sheddable supporting surfaces, control surfaces, control mecha-.

nism for the'control surfaces, a seat for an operator sheddableiwith the supporting surfaces, and a common" support for the contfol "mechanism and the seat.

13. In an aircraft, sheddable'supporting surfaces, control surfaces, separate control elements for difierentcontrol surfaces, and

a support for the separate control elements rat carried by one of the structural elements of the supporting surfaces and sheddable with the su porting surfaces as a unit.

14. 11 an alrcraft, sheddable supporting surfaces, a body, a'frame-work erected upon i the body in advance of the supporting surpeller.

15. In an aircraft, a body, sheddable supporting surfaces, each including a wing beam as a structural element thereof, fastening means for the supporting surfaces comprising separate fastening devices mounted Within the body and connected with the wing beams of one of the supporting surfaces, and a single means bperable to simultaneously release the separate fastening devices.

16. In a flying boat, a hull, supporting surfaces extending intermediately across the hull, an aerial propeller, a motor unit mounted within the hull for driving the propeller, a tail unit, a support for the tail unit car ried by the supporting surfaces, and a rigid frame-work for supporting the aerial propeller in advance of the supporting surfaces, the relative arrangement of the frame-work and supporting surfaces being such that the latter may be shed clear of the hull independently of the propeller. w

17. In a flying boat, a hull, supporting surfaces extending intermediately across the hull, propellers mounted in advance of the supporting surfaces, a motor unit inclosed within the hull, a tail unit, spars extending rearwardly from the supportlng surfaces to the tail unit, each spar being in direct continuation of one of the propeller axes, drive shafts extending outwardly and divergently from the motor to' the respective propellers, and brace connections between the diverging shafts.

18. In an aircraft,--a body, a rigid framework erected upon the body, and sheddable supporting surfaces extending intermediately across the body, a portion of the sur face area of one of the supporting surfaces being non-'sheddable and so relatively arranged to 'the rigidframework as to enter into and form a structural element thereof.

'- 19. In an aircraft, a'body, and supporting surfaces extending intermediately across the body including wingbeams divided longitudinally for separation as the supporting surfaces are shed. p 20. In'an aircraft, a body, and a sheddable supporting surface including a longitudinally divided wing-beam having one of its sections rigid with and another of itssections releasably attached to the body. r In'an aircraft, a body, and a sheddable wing-structure including comple the said sections mental beam-sections together with means em bracing them to releasa'bly hold one of in engagement with the other." i

522. In an aircraft, a body, a frame-work erected on the body, a sheddable wingstructure, the relative arrangement of the wing structure and the framework being such that a portion of the framework enters into and forms a composite part ofthe wing structure,- and a. connection between the wing-structure and the frame-work, said connection being releasable with the wing structure, whereby the wing-structure may be released and shed.

23. In an aircraft, a body, a wing-struc "ture extending intermediately across the body, and a rigid frame-work erected on the body and extend above it forwardly of the wing structure to provide an interlock therefor.

I 24- A sheddable wingstructure for aero' a.

planes including a longitudinally divided wing-beam having its sections respectively rigid and sheddable with respect to the airplane body. r

25. A. shedda'ble wing structure for aeroplanes including a longitudinally divided wing-post having its sections respectively rigid and shedda'ble with respect to the, air-' plane body.

26. 111 a flying boat, a wing structure including a built-inwing-beam, a power plant, and a radiator therefor arranged beneath said wing beam; at one side of the hull to brace the wing beam from'beneath.

27. In a flying boat, a hull, fin excrescences formed fromthe hull, stub wings extending out laterally from the sides of the hull above the fins, a propelling power plant, and radiators for the power plant located between the stub wings and fins at opposite sides of the hull, the arrangement of the radiators being such that they rest upon opposite fin excrescences and brace the. stud wings from beneath. I I

28. In an aircraft, a body, a sheddable supporting surface including a longitudinally divided wing beam having one of its sections nigid with and another of 1ts sections releasably. attached to said body, and

means embracin the beam sectionsto normally hold them together.

29. Inan aircraft; sheddable supporting surfaces, and a seat. for an operator carried them as a unit. K

30. In an aircraft, a body, sheddable supporting surfaces extending intermediately across the body, and a seat for an operator carried by the supporting surfaces to be shed with the wings as a unit, the seat being normally confined in thebody. v

31. In an aircraft, a. body, sheddable supporting surfaces, control" surfaces, a support by the supporting surfacesflto be shed with III? hinged to the supporting surfaces and movable from a position Within to a position Without the body, and control mechanism. carriedby the support and movable with it, said mechanism being sheddable with the supporting surfaces as a unit. a

32. In an aircraft, a body, sheddahle sup porting surfaces, control surfaces, a support hinged to the supporting surfaces and movablefrom a position within to a position Without the body, foot operated mechanism carried by the support, and hand operated mechanism carried by the support, the foot operated mechanism and the hand operated mechanism being movable with the support and sheddable with the supporting surfaces as a unit.

33. In an aircraft, a body, sheddabie supporting surfaces, 21 support connected with the supporting surfaces and movable from s position Within to a position Without the sseeze body, control surfaces, control mechanism carried by the support, and, a seat likewise carried by the support, the control mechanisin and the seat being movable with the support and sheddable with the supporting surfaces as a unit.

34. In an aircraft, a body, and a sheddable Wing structure including contiguous beam sections, the adjacent faces of the respective beam sections being shouldered and the 1 beam sections themselves respectively fixed relatively to the body and shedtlable with the Wing structure and so related to each other that the shoulder formed on the sheddable beam section engages beneath the sheulder termed on the fixed beam section.

in testimony whereof we hereunto afix our signatures;

GLEh N F. CURTIS 

